Prepare yourselves… 2023 AEs
08-21-2023, 03:58 AM
#4381
Gets Weekends Off
Joined APC: Dec 2007
Posts: 5,660
summer you should hold a lot of the international destinations. Winter accra and Dakar. Swap board you can probably get a lot more. But yes I tell the FOs I fly with that as company plug they are literally in the best seat flying wise in the entire system. I have zero idea why anyone would bid the 320/73/220 out of NYC over the ER.
08-21-2023, 05:24 AM
#4382
Gets Weekends Off
Thread Starter
Joined APC: Apr 2020
Posts: 2,469
In the case of the NYC 737 over the ER, the main highlights are significantly better seniority, Carribean flying, and a rapidly growing fleet. Also significant optionality in having the ability to upgrade early to NYC73NA which is effectively a $400k+ position due the rampant GS available at all seniority levels(13,000ish NYC73NA on GS #5). With the collapse of the regionals well underway and significant WB Capt positions still to come in monthly AEs, the gravy train going on doesn't look like it will stop anytime soon.
08-21-2023, 05:32 AM
#4383
Gets Weekends Off
Joined APC: Feb 2007
Position: Hopefully on a ski slope in Tahoe.
Posts: 156
In the case of the NYC 737 over the ER, the main highlights are significantly better seniority, Carribean flying, and a rapidly growing fleet. Also significant optionality in having the ability to upgrade early to NYC73NA which is effectively a $400k+ position due the rampant GS available at all seniority levels(13,000ish NYC73NA on GS #5). With the collapse of the regionals well underway and significant WB Capt positions still to come in monthly AEs, the gravy train going on doesn't look like it will stop anytime soon.
IF that ever returns (I doubt it will) I'd go back in a heartbeat.
08-21-2023, 08:44 AM
#4387
Line Holder
Joined APC: Jan 2013
Posts: 96
Bids are closed. My the odds he ever in your favor. #GoFlexGo
08-21-2023, 09:12 AM
#4388
Gets Weekends Off
Joined APC: Mar 2022
Posts: 179
it looks horrendous for the past 3 months. RG will ensure it remains that way and that any goodwill left in the pilot group is promptly removed by the end of 2023.
08-21-2023, 10:33 AM
#4389
Gets Weekends Off
Joined APC: Jun 2007
Position: 73N
Posts: 863
Originally Posted by Tummy;[url=tel:3685285
3685285[/url]]That's a good thing. Maybe I was just unlucky.
A few things off the top of my head that happened as an ATL 73N B:
First trip off OE:
We take off, and it's pretty cold in the flight deck. I look up at the temp selectors and notice that the flight deck temp controller is at full cold. I reach up and put it to about 11 o'clock. The captain immediately reaches up, twists it full cold, and says, "I run my flight deck cold!" OK. A little odd. I get my puffy Columbia jacket out of my bag, put it on, and never touched the temperature controllers again for the rest of the trip. No big deal, really.
Different day, different captain:
We're climbing to an intermediate altitude, maybe 240. We get a clearance to continue the climb to 350. I read the clearance back. The captain says, "350," but he doesn't scroll it into the altitude selection window. I wait 5 or 10 seconds, and he turns to his iPad to start looking something up. I point to the altitude selection window and say, "did you want to put 350 here?" The captain snaps, "I'll get to it when I'm ready!" He then waits until we're 1000 before level off to put the higher altitude in the altitude selection window.
Later that same leg, we're getting slam dunked, and the captain doesn't seem to be doing anything about it. I say, "I think we're high and fast." The captain says, "we're fine." At 1500 AFE we're doing a little over 2000 FPM. I say, "sink rate." The captain initially eases the rate of descent, then he asks, "did the airplane say that, or was it you?" I say, "it was me." He mutters something to himself, pushes the nose over. Four red on the PAPI, GPWS shouting at us, he continues to a landing, touches down, and immediately goes max manual braking to make the first turnoff.
Different day, different captain:
BHM to ATL leg. Widget WX shows a wall of severe TS between BHM and ATL. I turn my iPad so that the captain can see it and ask, "what's the plan for the weather between here and there?" He says, "we'll use the radar and pick our way through." We take off, and the weather looks terrible on the radar. I say, "that looks pretty bad." The captain says nothing, reaches up and deselects the radar on his side. While I'm trying to figure out what to say, ATC puts us into holding. ATC tells us, "no one is getting into ATL right now."
I look at the flight plan, do some quick back of the napkin math, and come up with what I think is our minimum legal fuel before divert. The captain doesn't seem to be doing any of this. I say, "I've got my number." He says, "what?" I say, "what do you think is a good fuel number before we need to divert?" Captain does some math, and comes up with a number 2000 pounds below mine. I say, "I came up with a number 2000 pounds higher." He says, "we're using mine."
I explain in detail how I came up with my number, and the captain says, "we're using mine." We keep holding until we get to my number. I tell the captain that I think we need to go to BHM. He says we are waiting another 2000 pounds, and if we divert, we're going to CHS. I tell him that CHS is through the weather, and we are at the minimum fuel to fly to ATL, go missed, and still make our alternate. I think we should turn around and go to BHM.
We get cleared to another fix closer to the field. As we are approaching the fix, ATC puts us into holding again. I tell the captain that we need to go to BHM. He says, "no." I key the mic and tell ATC that we need to divert to BHM. ATC clears us through the weather for the approach. It's Mr. Toad's Wild Ride all the way to the field. We touch down with 4.1.
There was an AE closing the next day. I bid every ATL captain spot in pay rate order, and they gave me 73N A.
If I knew the culture on the ATL 350 is like it was on the NYC 7ER, then I'd make the switch in a heartbeat. If I knew the culture on the ATL 350 is like it was when I was an ATL 73N B, then I'd stay in the left seat until I could upgrade into the 330 or 350. Most responses seem to think I'm out to lunch, so maybe I'll just flip a coin.
If I end up making the switch, I'll try to be pleasant to fly with on the 350. I'll be the short bald guy who doesn't want to land short of the runway or run out of gas.
A few things off the top of my head that happened as an ATL 73N B:
First trip off OE:
We take off, and it's pretty cold in the flight deck. I look up at the temp selectors and notice that the flight deck temp controller is at full cold. I reach up and put it to about 11 o'clock. The captain immediately reaches up, twists it full cold, and says, "I run my flight deck cold!" OK. A little odd. I get my puffy Columbia jacket out of my bag, put it on, and never touched the temperature controllers again for the rest of the trip. No big deal, really.
Different day, different captain:
We're climbing to an intermediate altitude, maybe 240. We get a clearance to continue the climb to 350. I read the clearance back. The captain says, "350," but he doesn't scroll it into the altitude selection window. I wait 5 or 10 seconds, and he turns to his iPad to start looking something up. I point to the altitude selection window and say, "did you want to put 350 here?" The captain snaps, "I'll get to it when I'm ready!" He then waits until we're 1000 before level off to put the higher altitude in the altitude selection window.
Later that same leg, we're getting slam dunked, and the captain doesn't seem to be doing anything about it. I say, "I think we're high and fast." The captain says, "we're fine." At 1500 AFE we're doing a little over 2000 FPM. I say, "sink rate." The captain initially eases the rate of descent, then he asks, "did the airplane say that, or was it you?" I say, "it was me." He mutters something to himself, pushes the nose over. Four red on the PAPI, GPWS shouting at us, he continues to a landing, touches down, and immediately goes max manual braking to make the first turnoff.
Different day, different captain:
BHM to ATL leg. Widget WX shows a wall of severe TS between BHM and ATL. I turn my iPad so that the captain can see it and ask, "what's the plan for the weather between here and there?" He says, "we'll use the radar and pick our way through." We take off, and the weather looks terrible on the radar. I say, "that looks pretty bad." The captain says nothing, reaches up and deselects the radar on his side. While I'm trying to figure out what to say, ATC puts us into holding. ATC tells us, "no one is getting into ATL right now."
I look at the flight plan, do some quick back of the napkin math, and come up with what I think is our minimum legal fuel before divert. The captain doesn't seem to be doing any of this. I say, "I've got my number." He says, "what?" I say, "what do you think is a good fuel number before we need to divert?" Captain does some math, and comes up with a number 2000 pounds below mine. I say, "I came up with a number 2000 pounds higher." He says, "we're using mine."
I explain in detail how I came up with my number, and the captain says, "we're using mine." We keep holding until we get to my number. I tell the captain that I think we need to go to BHM. He says we are waiting another 2000 pounds, and if we divert, we're going to CHS. I tell him that CHS is through the weather, and we are at the minimum fuel to fly to ATL, go missed, and still make our alternate. I think we should turn around and go to BHM.
We get cleared to another fix closer to the field. As we are approaching the fix, ATC puts us into holding again. I tell the captain that we need to go to BHM. He says, "no." I key the mic and tell ATC that we need to divert to BHM. ATC clears us through the weather for the approach. It's Mr. Toad's Wild Ride all the way to the field. We touch down with 4.1.
There was an AE closing the next day. I bid every ATL captain spot in pay rate order, and they gave me 73N A.
If I knew the culture on the ATL 350 is like it was on the NYC 7ER, then I'd make the switch in a heartbeat. If I knew the culture on the ATL 350 is like it was when I was an ATL 73N B, then I'd stay in the left seat until I could upgrade into the 330 or 350. Most responses seem to think I'm out to lunch, so maybe I'll just flip a coin.
If I end up making the switch, I'll try to be pleasant to fly with on the 350. I'll be the short bald guy who doesn't want to land short of the runway or run out of gas.
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